An engine has a blade stage and a circumferential array of blade outer air seal segments. A support ring carries the blade outer air seal segments. The support ring has a low-CTE member and a high-CTE member intervening between the blade outer air seal segments and the low-CTE member.
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1. An engine comprising:
a blade stage;
a circumferential array of blade outer air seal segments; and
a support ring carrying the blade outer air seal segments and comprising:
a full hoop non-metallic member; and
a metallic member intervening between the blade outer air seal segments and the non-metallic member.
16. An engine comprising:
a blade stage;
a circumferential array of blade outer air seal segments; and
a support ring carrying the blade outer air seal segments and comprising:
a non-metallic member;
a metallic member intervening between the blade outer air seal segments and the non-metallic member; and
a radially compliant member between the metallic member and the non-metallic member.
23. An engine comprising:
an engine case;
a blade stage;
a circumferential array of blade outer air seal segments; and
a support ring carried by the engine case and carrying the blade outer air seal segments and comprising:
a full annulus member; and
a segmented member intervening between the blade outer air seal segments and the full annulus member and supported by the engine case to, in turn, support the full annulus member.
25. An engine comprising:
an engine case;
a blade stage;
a circumferential array of blade outer air seal segments; and
a support ring carried by the engine case and carrying the blade outer air seal segments and comprising:
a full annulus member expandably and contractably supported relative to the engine case; and
a segmented member intervening between the blade outer air seal segments and the full annulus member, wherein there is a radial gap between the segmented member and the full annulus member.
22. An engine comprising:
an engine case;
a blade stage;
a circumferential array of blade outer air seal segments; and
a support ring carried by the engine case and carrying the blade outer air seal segments and comprising:
a full annulus member;
a segmented member intervening between the blade outer air seal segments and the full annulus member; and
a radially compliant member between the segmented member and the full annulus and biasing open a radial gap between the segmented member and the full annulus member.
21. An engine comprising:
an engine case;
a blade stage;
a circumferential array of blade outer air seal segments; and
a support ring carried by the engine case and carrying the blade outer air seal segments and comprising:
a full annulus member; and
a segmented member intervening between the blade outer air seal segments and the full annulus wherein the segmented member and full annulus member have dimensions and physical properties so that:
over an operational temperature range there are distinct stages in which the circumferential thermal expansion of one member versus the other dictate radial expansion of the circumferential array of blade outer air seal segments; and
over a portion of the operational temperature range, a radial gap between the segmented member and full annulus member decreases with increasing temperature.
18. An engine comprising:
an engine case;
a blade stage;
a circumferential array of blade outer air seal segments; and
a support ring carried by the engine case and carrying the blade outer air seal segments and comprising:
a full annulus member; and
a segmented member intervening between the blade outer air seal segments and the full annulus member,
wherein the segmented member and full annulus member have dimensions and physical properties so that:
in a first portion of an operational temperature range, an edge-to-edge clearance between segments of the segmented member decreases with temperature and the full annulus member essentially dictates the thermal expansion; and
in the second portion of the operational temperature range, the edge-to-edge clearance is closed and a radial gap between the segmented member and full annulus member decreases with increasing temperature.
2. The engine of
over an operational temperature range there are distinct stages in which the circumferential thermal expansion of one member versus the other dictate radial expansion of the circumferential array of blade outer air seal segments.
3. The engine of
a stage in which the circumferential thermal expansion of the non-metallic member alone essentially dictates said radial expansion; and
a stage in which the circumferential thermal expansion of the metallic member as resisted by the non-metallic member essentially dictates said radial expansion.
4. The engine of
a stage in which the circumferential thermal expansion of the metallic member alone essentially dictates said radial expansion.
6. The engine of
the metallic member comprises a nickel-based superalloy; and
the non-metallic member comprises a ceramic matrix composite.
7. The engine of
the metallic member comprises an integral full hoop; and
the non-metallic member comprises an integral full hoop.
8. The engine of
the metallic member has a CTE of 3.0-4.0 ppm/C; and
the non-metallic member has a CTE of 0.5-2.0 ppm/C.
9. The engine of
the metallic member comprises a circumferential array of edge-to-edge segments.
10. The engine of
a forward half; and
an aft half secured to the forward half to capture the non-metallic member and capture an associated one of the blade outer air seal segments.
11. The engine of
as a temperature increases from a first temperature of less than 200 C to a second temperature of at least 550 C there are distinct stages in which the physical properties of one member versus the other dictate radial expansion of the circumferential array of blade outer air seal segments.
12. A method for operating the engine of
running the engine in a range from a first condition to a second condition, a characteristic inner diameter of the blade outer air seal array increasing from a first diameter to a second diameter due to thermal expansion of the support ring wherein:
in a first portion of the range, the expansion is dictated essentially by one of the metallic member and non-metallic member but not the other; and
in a second portion of the range, the thermal expansion is dictated substantially by the other.
13. The method of
the first portion of the range is at lower temperature than the second portion of the range;
in the second portion of the range, the metallic member essentially dictates the thermal expansion and a radial gap between the metallic member and non-metallic member decreases with increasing temperature; and
in the first portion of the range, the thermal expansion is substantially dictated by the non-metallic member.
14. The method of
in the first portion of the range, an edge-to-edge clearance between segments of the metallic member decreases with temperature and the non-metallic member essentially dictates the thermal expansion; and
in the second portion of the range, the edge-to-edge clearance is closed.
15. A method for operating the engine of
an acceleration of the engine from a first speed to a second speed during which segments of the metallic member engage each other; and
a deceleration of the engine from the second speed to the first speed during which the segments of the metallic member decouple from each other at a larger radius than a radius at which they originally engaged each other; and
a reacceleration wherein the segments of the metallic member reengage each other while still at a larger radius that the radius at which they originally engaged each other.
17. The engine of
the radially compliant member comprises a plurality of springs.
19. The engine of
the segmented member comprises a nickel-based superalloy; and
the full annulus member comprises a CMC or a gamma titanium.
20. The engine of
24. The engine of
the support ring is carried by the engine case by lugs received in channels and for each lug and associated channel there being a radial gap between the lug and a base of the channel.
26. The engine of
the support ring is carried by the engine case by lugs received in channels and for each lug and associated channel and wherein the radial gap is between the lug and a base of the channel.
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The disclosure relates to blade clearance in turbomachinery. More particularly, the disclosure relates to control via thermal properties of shroud support rings.
Gas turbine engines may contain rotating blade stages in fan, compressor, and/or turbine sections of the engine. Clearance between blade tips and the adjacent non-rotating structure may influence engine performance. Clearance may be influenced by mechanical loading (e.g., radial expansion of the blades and/or their supporting disks due to speed-dependent centrifugal loading) and thermal expansion (e.g., of the blades/disks on the one hand and the non-rotating structure on the other).
The high temperatures of the turbine section(s) make clearance issues particularly significant due both to: (1) the greater significance of thermal expansion; and (2) temperature-induced modulus reduction which exacerbates expansion from mechanical loading. In multi-spool engines, this will be particularly significant in the high speed/pressure turbine section of the engine. This may be particularly significant in the engines of combat aircraft which may be subject to greater and more rapid variations in speed and other operating conditions than are the engines of civil aircraft.
Accordingly, a variety of clearance control systems have been proposed.
To provide active control, many proposed systems form the non-rotating structure with a circumferential array of blade outer air seal (BOAS) segments mounted for controlled radial movement (e.g., via actuators such as electric motors or pneumatic actuators). An aircraft or engine control system may control the movement to maintain a desired clearance between the inner diameter (ID) faces of the BOAS segments and the blade tips.
Additionally, various proposed systems have involved tailoring the physical geometry and material properties of the BOAS support structure to tailor the thermal expansion of the support structure to provide a desired clearance when conditions change. Such thermal systems may be passive. Alternatively, such thermal systems may involve an element of active control such as via controlled direction of cooling air to the support structure.
Proposals for thermal expansion-based systems have included systems wherein the BOAS support structure comprises two distinct materials having different coefficients of thermal expansion (CTE) and dimensioned and positioned relative to each other to provide a staged expansion wherein the relative influence of each of the two materials changes over the range of operation. One example of such a system is found in U.S. Pat. No. 5,092,737.
One aspect of the disclosure involves an engine having a blade stage and a circumferential array of blade outer air seal segments. A support ring carries the blade outer air seal segments. The support ring has a low-CTE (e.g., nonmetallic member) and a high-CTE (e.g., metallic member) intervening between the blade outer air seal segments and the low-CTE member.
In various implementations, the metallic member and non-metallic member have dimensions and physical properties so that over an operational temperature range there are distinct stages in which the circumferential thermal expansion of one member versus the other dictate radial expansion of the circumferential array of blade outer air seal segments.
The details of one or more embodiments are set forth in the accompanying drawings and the description below. Other features, objects, and advantages will be apparent from the description and drawings, and from the claims.
Like reference numbers and designations in the various drawings indicate like elements.
In a two-spool (two-rotor) design, the blades of the HPC and HPT and their associated disks, shaft, and the like form at least part of the high speed spool/rotor and those of the LPC and LPT form at least part of the low speed spool/rotor. The fan blades may be formed on the low speed spool/rotor or may be connected thereto via a transmission. The high-pressure turbine 30 utilizes the extracted energy from the hot combustion gases to power the high-pressure compressor 22 through a high speed shaft 38. The low-pressure turbine 34 utilizes the extracted energy from the hot combustion gases to power the low-pressure compressor 18 and the fan section 14 through a low speed shaft 42. The teachings of this disclosure are not limited to the two-spool architecture. Each of the LPC, HPC, HPT, and HPC comprises interspersed stages of blades and vanes. The blades rotate about the centerline with the associated shaft while the vanes remain stationary about the centerline.
For example, combat aircraft may be subject to rapid acceleration from cruise conditions. Evidencing the complexity of the problem, such an acceleration could be from a steady-state cruise condition or could be a reburst wherein the engine had been operating close to full speed/power long enough for temperature to depart from equilibrium cruise conditions whereafter the engine decelerates back to a cruise speed and before the engine can re-equilibrate, reaccelerates. Accordingly, the engine may be designed with anticipated non-equilibrium situations in mind.
If no transients were involved, the rings could be sized so that there was essentially zero clearance at the maximum anticipated power. To the extent that the high CTE ring would tend to thermally expand at a rate closer to the thermal expansion rate of the rotor, it would have much lower/tighter clearance as power decreased from maximum compared with a low CTE ring. However, transient behavior imposes different requirements on low CTE rings versus high CTE rings. One example of a transient situation is a rapid deceleration from take-off power followed by a reacceleration. During the rapid deceleration, the low CTE ring will contract more slowly than the high CTE ring (due to the associated lower thermal conductivity). There must be sufficient steady-state/equilibrium clearance at high power to compensate for the contraction of the ring during this important transient period. Thus, the steady-state clearance of the high CTE ring must be greater at high power conditions than that of the low CTE ring. Thus, if the high CTE plot 550 were selected to be lower (e.g., of similar slope but having the same high power steady-state clearance as the low CTE plot) then there would be a pinch or rub situation in the transient. Assuming abradable coatings or materials, such a pinch/rub would promptly abrade material to increase clearance and reset the plot 550 to the higher level illustrated.
These two exemplary clearances are shown in
However, as is discussed below, there may be several opportunities for using a hybrid ring which includes both high CTE material and low CTE material. During different stages of operation, expansion of the hybrid ring is influenced in substantially differing proportions from the two (or more) materials. As one example, plot 554 shows a hypothetical system which has three stages of operation: a low power stage 554-1 up to a power P1 has behavior relatively heavily influenced by the low CTE material; an intermediate power range 554-2 has behavior more heavily influenced by the high CTE material; and an upper power range 554-3 above a power P2 has behavior influenced by both (e.g., reflecting a weighted average CTE of the two CTE materials; additionally the relative hoop stiffness of the low CTE ring 72 in tension, and compressive stiffness of the high CTE carriers 92, will further determine the behavior of the system. In the illustrated example the slope is about average of the slope associated with the low CTE material and the slope associated with the high CTE material.
For example,
In a variant transient, however, at time t6 shortly after t4, there is a rapid reacceleration (plot 558′) which occurs almost instantaneously (e.g., its beginning and end times are not separately marked). This expands the tip radius up to RT5. Thereafter, the remaining thermal expansion will bring the tips to the steady-state take-off power radius at or slightly beyond RT3.
A first example of a hybrid support ring 70 comprises two sub-units or members. One member 72 comprises or consists essentially of a low-CTE non-metallic member which forms an integral full hoop. More particularly, the exemplary member 72 forms a continuous (e.g. continuous microstructure rather than segments mechanically attached to each other) full hoop. The exemplary member 72, or at least its full hoop portion, is formed as a ceramic matrix composite. The exemplary member 72 has a generally rectangular axial/radial cross-section (e.g., a rectangle with rounded corners) formed by an inboard (radially) or inner diameter (ID) surface or face 74, an outboard (radially) or outer diameter (OD) surface or face 76, a forward/fore/upstream surface or face 78, and a rear/aft/downstream surface or face 80 (
The exemplary CMC of the member 72 comprises a collection of silicon carbide fibers and mono-filiment carbon/silicon carbide fibers preferentially woven in the hoop direction, with silicon carbide fibers woven in the axial and radial directions to create a fibrous pre-form. An interface coating on the fibers, (e.g., primarily boron nitride), may be applied to impart a weak interface bond. A glass-based matrix may be injected or hot-pressed into the fibrous perform to create a consolidated ring of essentially rectangular cross section. An external coating, such as an environmental barrier coating, may be applied to the exposed surfaces.
Another sub-unit or member of the ring 70 is formed by a circumferential array 90 (carrier ring) (
Each BOAS segment 66 comprises a main body 100 (
An exemplary BOAS segment may be formed of a cast nickel-based superalloy. The segment may have an internal cooling passage system (not shown) and may have a thermal barrier coating (not shown) (at least along the ID face). The exemplary BOAS segment may represent any of a number of known or yet-developed BOAS segment configurations.
As is discussed further below, the feather seal 120 (
Each exemplary carrier 92 comprises a body (
In the exemplary carrier 92, the fore and aft halves 140 and 142 are generally symmetric across a transverse mating plane 504 which may form a transverse centerplane of the member 72. For example, the halves may at least depart from mirror images of each other by the presence of differing: fastening features (e.g., for cooperation with the bolt 144); and/or features for registering the halves with each other (e.g., lugs and mating pockets). Exemplary halves have respective faces 150 and 152 (
For capturing the BOAS segment, the exemplary carrier halves have respective fingers 180 and 182 (
A central inboard portion of each half has fastening features cooperating with the fastener 144 for securing the two halves together. For example, a central inboard portion 200 (
In operation, the engine heats up. As the engine heats up, its components thermally expand due to their coefficients of thermal expansion (CTE).
The exemplary array 64 of BOAS segment 66 along with the support ring structure is supported/carried by the engine case 250 (
The engine may have a characteristic temperature which will generally increase with engine speed and power. An exemplary temperature range may be characterized from a low of TO (e.g., at or below 200 C) to a high of TH (e.g., at least 550 C). As the temperature of the member 72 increases, it will circumferentially expand, thereby, causing a corresponding radial expansion. This radial expansion will tend to at least partially counter any thermal and centrifugal expansion of the blade/rotor system which would close the tip clearance gap. An initial stage of such expansion is shown by 554-1 in
The carrier material may have a higher CTE than the CMC. With increasing temperature, the carrier material will expand more than the CMC. With increasing temperature, the greater thermal expansion of the carrier will cause the gaps 170 to shrink (not merely in angular extent but in linear dimensions).
Eventually, at a characteristic engine temperature T1, associated with P1 in
For example, if there is a relatively light radial compliance between the carriers and the member 72, expansion of the carrier ring against the compliant force (e.g., of springs 240) will progressively close the radial play between the carriers and the member 72 and the expansion will essentially be due to the carriers alone. With such lighter compliance, the carrier ring 90 will essentially dictate further thermal expansion during the stage 554-2 (with the member 72 playing no significant role (e.g., substantially less than 20% and likely less than 5%). With much heavier compliance, the member 72 may go into noteworthy circumferential tension placing the carrier ring 90 in corresponding circumferential compression and somewhat countering its expansion. Thus, such a heavy compliance stage may be substantially influenced by the properties of both the carrier ring 90 and the member 72 (e.g., with each of the two members having a weighted average contribution of at least 20%).
With further thermal expansion at an exemplary engine temperature T2 associated with P2 the radial play is closed (entering the stage 554-3 of
In certain possible configurations, T1 and T2 may be the same so that the second interval is non-existent. In other possible configurations, dimensions may be such that the play essentially never closes and the third interval does not exist.
Additional considerations involve non-equilibrium operation of the hybrid ring. These can be more complex than behavior of a single-material ring. One area is hysteresis and differences in behavior on heating vs. cooling. In the identified example, on heating, the high thermal conductivity of the high CTE member causes it to heat up at a higher rate than had it been made of a low CTE material. However, on cooldown, the high CTE material will cool relatively faster. The low CTE ring thus serves to slow shrinkage of the BOAS radius in decreasing power situations, thereby protecting against pinch/rub in rapid reacceleration situations. This is seen in
The benefit is shown in
A noteworthy difference is the small difference in the radial position of the BOAS during this transient phenomenon. The slow responding ring 72 forces the carriers 92 to be held at a larger radius during the transient deceleration and cool-down phase, even as they un-lock. The small, extra residual outward radial displacement constraint, typically 0.005-0.020 inch (0.13-0.5 mm) provide enough of a difference between the hybrid assembly and the high CTE ring that the transient pinch rub event does not occur, and no longer becomes the limiter for turbine tip clearance.
Such a result may not likely be obtainable with a high CTE control ring. Nor is it apparently obtainable on a bonded bi-material ring (because the cool-down phase would cause the high thermal conductivity/CTE inner portion to pull away from the low CTE outer portion, thus the deceleration pinch point is similar to the high CTE ring. Additionally, if one were to try to counteract this effect, large radial tensile loads would have to be carried between the outer low CTE ring and the high CTE inner ring, with significant structural challenge of the restraint features and/or fasteners. In the hybrid design, the segmented carriers 92 solve this problem because they can be held outward by the ring 72 even as they unlock, and do not create any extra force on the ring 72.
In yet an alternative embodiment, the carriers directly abut at the initial speed. Effectively, the carriers (at least initially) behave as if they were an integral structure. In such a situation, the initial stage of thermal expansion is dictated by the CTE of the carrier while the radial play between carrier and member 72 closes. There may be sub-variations based upon the presence and properties of any springs or other radial compliance. After closing of the play, the properties of both the carrier and the member 72 are involved reflecting their relative sizes. However, hysteresis described above opens up the possibility that the carriers could separate on rapid cooling (e.g., quick deceleration) thereby creating a temporary cooldown-only situation wherein only the CMC member dictates BOAS radial position.
The carriers could be integrated (e.g., via carrier-to-carrier fastening) or could be unitarily formed as a continuous full annulus (e.g., wherein fore and aft carrier halves become full rings). There may be sub-variations based upon the presence and properties of any springs or other radial compliance. Such examples may further be divided into situations where there is an initial radial gap vs. situations without such a gap. Again, hysteresis opens up the possibility that a gap develops only transiently on rapid cooldown, thereby creating a temporary cooldown-only situation where only the high CTE material dictates BOAS radial position.
One or more embodiments have been described. Nevertheless, it will be understood that various modifications may be made. For example, when implemented in the remanufacture of the baseline engine or the reengineering of a baseline engine configuration, details of the baseline configuration may influence details of any particular implementation. Accordingly, other embodiments are within the scope of the following claims.
McCaffrey, Michael G., Hudson, Eric A.
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